Internal-combustion engine.



c. nl MCCUNTOCK.

INTERNAL CO-MBUSTION ENGINE. wPLlcATloN Flu-:D JULY 16, 1912.

www@ Patented July 17, 1917.

C. DIVICCLINTOCK.

INTERNALCOMBUSTI'ON ENGINE.

APPLICATION F1LED111LY16.1912.

mentewmy 11, 1911.

4 SHEETS-SHEET 2.

C. D. MCCLINTOCK.

INTERNAL COMBUSTlON ENGINE.

APPLICATION FILED 'JULY 16. 1912.

LQMM., Patented July 17, 1917,

4 SHEETS-SHEET 3.

C. D. MCCLINTOCK. INTERNAL comusloN ENGINE.

4 SHEETS-SHEET 4.

` APPLICATION FILED IULY 16, 1912.

@ Patented July 17, 1917.

CHARLES MGCLINTOCK, OF OAKLAND, CALIFORNIA, ASSIGNOR, BY DIRECT ANI) MESNE ASSIGNMENTS, TO MCCLINTOCK ENGINE COMPANY, OF DETROIT, MICHI- GAN, A CORPORATION OF DELAWARE.

specification' of Letters Patent.

Patented July 17, 19W?.

Application filed July 16, 1912. Serial No. 709,628.

ternal combustion engines in which combus- Y tion occurs upon the introduction of the fuel int'o the engine cylinder, the air for supporting combustion being previously highly compressed.A The invention consists in the means employed for controlling the introduction and combustion of the fuel whereby this is proportionate to the displacement of the piston during theu initial portion of thepower stroke; further in the means for proportioning and intimately commingling the air and fuel so introduced; further in the means for maintaining the air and fuel, before introduction into-the cylinder, under high presslire and subjected to the internal heat of the engine; further in the means for gasifying liquid fuel, where the latter is used, by the waste heat of the engine, and before the introduction of the charge into the engine cylinder; and further in various features of construction as hereinafter set forth.

The objects of my invention are to pro- Vide an engine which will operate under high pressures without danger of premature ignition of the fuel charge; which will increase thermal efficiency with consequent economy over that of existing methods; which will have a wide range of speed and be capable of close regulation; which will possess a greater starting torque and an increased overload capacity over existing engines, which will operate on any fuel gas or the gases obtained from the Vproducts of petroleum or from alcohol; which will be self-starting on its own gas mixture without the use of external means and which will. be

lcapable of reversing its direction of rotation Figure l is a vertical section of my engine showing thesposition of the piston and the Valves immediately after the beginning of the work stroke.

Fig. 2 is a sectional side view showing the location of the cam shaft and a form of stepped cam by means of which the valves are operated and means for sliding said cam shaft and'cam axially to bring the successive steps of the cam into action on said valves.

Fig. '3 is a partial View of the end of the engine whereon the lay shaft operating the fuel pump is located and discloses means for regulating the quantity of fuel to be pumped to the gas valve.

Fig. l is a View in perspective of a form of double cam for operating the valves, whereby the engine may be caused to rotate in either direction.

Fig. 5 is an enlarged view of a form of chambered gas valve and an automatic air valve in their cage showing the position assumed during the last part of the compression stroke of the piston. It also shows the small check valve in the fuel line just closing after discharge of the fuel lto the chamber of the gas valve.

Fig. 6 is an outline view in perspective of a three-cylinder unit, showing the air receiver on the side of the cylinders instead of in the vhead .as in Fig. 1. It also shows a form of positive blower or rotary pump attachedlo the shaft of the engine and a passage leading from said pump to each of the cylinders to supply the prilnary air for compression. It further shows storage tanks for air pumped^by the pistons when the v engine 1s turning over without the use of fuel as, for example, by its own momentum. Fig. 7 1s a characterlstic diagram showing the different phases of the cycle of operation -of the engine when worked on the so-called or is placed in the correct position: therefore, I have shown in Fig. 6, a type of multicylinder engine which embraces all of the features of my invention.

Both figures and letters are used to desigv nate the different parts.

1, in Fig. 1, is the piston; 2 is the combustion chamber; 3 is the cylinder part which, with the`valve pocket 3 and the chamber 11; the fuel lever valve opening 4, forms the connecting passage between the combustion chamber 2 and the receiver 5; 6 is .the automatic 'air valve; 7i is its closing spring; 8 is the chambered gas valve; 8 is'a shoulder on the barrel of this valve by means of which the air valve 6 is klifted from its seat on the Work stroke. (On the compression stroke the air valve 6 lifts automatically.) 9 indicates the gas ports in the gas valve; 9 is the gas chamber; 10 is the valve cage containing these valves; 11 is the fuel chamber and 12 is the fuel check valve, both the latter being also in the valve cage 10; 13 indicates the usual Water spaces of the engine; 14 is the Water outlet; 15 is the passage through which the primary air enters the cylinder from the crank case; 16 are the inlet ports in the cylinder Wall; 17 are the exhaust ports; 17 the exhaust pipe; 18 the primary inlet valve to crank case; 19 is the spark plug; 20 is an adjustable safety valve; 21 is the timing gears through Which rotary motion, is transmitted from the engine shaft 22 to the squared cam shaft 23; 24 is the stepped cam which operates the tappet; 25 is the tappet which operates the gas valve 8; 26 is the -spring for closing the gas valve; 27 is the relief cock for releasing air from the cylinders; 28 is a forked lever taking its motion from the axial movement of the-cam shaft and by means of which through the short lever 29 and the cam 30, acting on the rocker arm 31, which slides the lay shaft 32 axially, the fuel cam 33 shown in Fig. 3 is caused to regulate the stroke of the pump plunger 34 of the fuel pump 35, Which discharges its fuel supply through the pipe 36 to the fuel 37 and its shaft 38 shown in Figs. 1, 2, and 3, connect by means of the short lever 29'; the link 39 and the short lever 29 With'the cam 30 and form a hand control of the fuel supply through the rocker arm 31 and connecting parts in the same manner as the forked lever 28, but entirely independent of that lever. The chief functionof the forked lever 28 is to graduate vthe fuel supply according to the setting of the cam 24, and to positively shut off the supply When the cam 24 is moved to its neutral position, causing the gas valve 8 to cease operation.

The amount of this graduation is dependent on the yfuel lever 37 and its connections, which limit the maximum amount of fuel to be used. This fuel lever also has the property of shutting off the fuel entirely and independently of the movement of the cam shaft-23, and its forked lever 28. 40 is the controller and is provided for sliding the shaft 23 lengthwise. Its setting determines the step of the cam 24 which Will operate the gas valve 8 and thereby the lift of that valve and the time of lts opening.. When applied to the double cam shown in Fig. 4, it takes care of these settings for either direction of rotation of the engine, or by setting in the center of its notched sector 41, the neutral point of the cam is reached when both the gas valves 8 and the fuel pump 35 becomes inoperative. Another means of control of the fuel supply is found in the governor 42 which operates to move the lay shaft 32 with its fuel cam 33 independent of the ;other means. This is provided for limiting the speed of the engine which may be set at the desired speed by the adjusting nut 43 acting on the spring 44. 45 and 45 are the gears used to transmit rot'ary motion from the cam shaft 23 to the lay shaft 32. 46 is the fuel inlet to the fuel pump 35; 47 is the spring which returns the fuel pump lunger 34 on its suction stroke, and 48 is a small handle attached to the fuel pump plunger 34 by means of Which one or more strokes of the pump plunger may be made to prime the gas valve 8. `49 in Fig. 4 is the neutral point of a double cam-for operating the gas valve 8; in the neutral step 49 there is no movement of the tappet 25, that section of the cam being circular, and through it the gas valve 8 will not move. 50-50-50 and 50 are successive steps for the motion of the engine in one direction and 51-5151 and 51 are similar steps set opposite the first series to be used for the reverse direction. For example, the step 50 will give a very slight lift and hold the gas valve open for about 60, the step 50 has a little more lift and Works through 75, the step 50-l has still more lift and Works through 90, and the last step 50 gives the maximum lift and keeps the gas valve open for 105. The lead of all steps of the cam Will be constantat about 15 in advance of the center so that the earliest cut-olf will be When the engine crank is 45past the upper center and the latest cut-o will be 90 past the center. v p

In Fig. 5 is shown an enlarged section of the engine which includes the valve cage 10, the air valve 6 and the main part of the gas valve 8. Tt also shows the fuel chamber ll and the fuel check valve 12. In this view the valves are shown in their position at that point of the compression stroke where the air valve 6 opens automatically to admit air from the cylinder to the air receiver 5. At this period the gas valve 8 is seated, clos-v ing its ports 9 and sealing the gas chamber 9 which is still receivin fuel through the fuel check valve 12 and t e fuel chamber 11, to which the pump 35 is delivering it. The outer side of the barrel of the air valve 6 is shown to be grooved longitudinally. This is to provide for balancing the pressure on that valve so it will not have a tendency to stay open or be forced into the recess which holds the spring 7; the outside of the barrel which are timed to begin -the delivery the cylinder .as in the of the chambered gas valve 8 and the outlside of the inner part of the cage 10 are shown to have radial grooves as is also the stem of the gas valve in Fig. l. These radial grooves will be filled with a suitable packing to prevent leakage of air from the air receiver 5 to the cylinder or gas chamber 9.

In Fig. 6 three cylinders are shown which are similar to the cylinder shown inthe preceding figures. All are mounted'on a common base and their pistons are operated by a common shaft`with the cranks set 120 apart.

A common cam shaft 23 carries the three double cams and one controllerl 40 takes care of their setting. One lay shaft 32 carries the fuel cams for the` three pumps of the fuel charge as soon as the gas valve 8 is seated, thereby allowing plenty of time, if the fuel be a liquid, for it to withdrawl heat from its surroundings and become a gas under pressure. In this gure the air receiver 5, instead of being in the head of preceding figures, is placed along the side of the cylinders and forms an inter-communication between them, but with the valves 6 and 8 interposed in the passages leading to the cylinders. This receiver 5 has the same capacity as for one cylinder. These valves are so timed by the cams 24 that only one cylinder at a time may be in communication with the air receiver, and they are so set that one cylinder cannot lire back into another cylinder. 52 is the outer casing of a form of positive blower or rotary air pump, which may take the form of any of the approved machines -of this class now in common use. No details of its inner construction are shown. This air pump 52 replaces the crank case pumping action which is commonly used on the so-called two-stroke engines, and delivers air under slight pressure through the common passage 53 to the ports 16 of each cylinder and discharges through these ports to the cylinder when the piston uncovers them at the end of its work stroke. This pressure, which is commonly called pre compression pressure, is suiiicient to ythoroughly scavenge the cylinder of the products of the previous combustion and leave the cylinder filled with pure air.

54 is a storage valve which is operated by a rod 55, which in turn is operated by a projection 56 on the cam shaft 23. rlhis projection is so placed that it will not open the valve 54 except when the cams are at their neutral point when the gastvalve 8 and the fuel pump '35 are not working. This arrangement is necessary forv two reasons. First, while the engine is operating under its own power, the compressed air should be confined to the receiver 5'; second, when power is shut off andthe engine continues to turn over, it then -becomes an air compressor and must have a vent for the air pumped.

InFig. 1, the safety valve-20 allows it to discharge to the atmosphere when it reaches the danger point, but in practice this energy will be stored up. For this purpose, air tanks are providedl in any convenient position.. In Fig. 6 they are shown as tubes `57 connected together at 58 by a small tube and are made to serve also as a sub-frame for the engine. Leadin from this storage valve 54 is the tube 59 en ing at the air tank in a check valve 60 which is set to retain the air in the tanks.

In order to utilize this storage air, a supply valve 61 will be placed as shown at the other end of the receiver 5. e This valve is connected to the air tank by another tube 62 which terminates in a check-valve 60.

This check-valve is set opposite to the yso that any rise in pressure in the receiver will notl cause a iiow to the tank.

This valve 61 will be opened and closed by hand, and its purpose is to ll the receiver withl air under pressure after the engine has been idle for a long time and will lose pressure by lowered temperature and possibly by leakage. This supply valve 61 may be closed as soon as the receiver is lled before starting the engine, or it 'may remain open and allow the tube 62 to become a part of the receiver. By this vplan of working, the air tanks become auxiliary to the air pumped by the pistons and bring the whole engine more nearly to the perfect constant pressure cycle. So long as this valve 6l remains open, the pistons will work under a pressure never less than that of the air tanks, and by the closing action of the check-valve 60', pressures due to the compression stroke of the engine and to combustion of the fuel will be permitted to rise far above it. The effect of this method, of working on the reserve air supply will be check-valve 6 0 sure with cut-od at one-half the stroke,l

which is the latest point contemplated. With cut-off at one-fourth the stroke the pressure would rise to 4.5 lbs., and so on. If fuel is being burned, the air in the cylinder will be expanded to the exclusion of air from the receiver or tanks, and the result will be a gradual building up of pressure in thereceiver. It will be seen that this building-up process Ahas 'a safe limit, since high pressures are attended by high velocities, so that the gas valve and air valvea'cting together as they do would be able even at very early cut-off to discharge as much air as the piston will put into the receiver, when, of course, the maximum pressure would remain stationary, as long as the fuel supply also remained stationary. My invention contemplates in its fullest form the employment of all apparatus shown in Fig. 6, which includes a small auxiliary air compressor 63 connected to the air tanks 57 by the pipe line 64 with a suitable check-valve 65 next to the tank.

It will be noted that under normal conditions and with proper attention to the point of cut-off and fuel supply the pistons are amply able to" supply the necessary air at high pressure Without calling on the reserve air, and at no time will the reserve air be required to be more than sup ly any slight decit which would be causedy starting or running in full gear with insuficient fuel. Therefore, the small auxiliary air compressor may be made to work automatically to maintain the desired tank pressure which need never be more than two hundred pounds per square inch. It will be remembered that even if the auxiliary air system were disabled and the working confined to the simple receiver, absolutely satisfactory results would be obtained if ordinary care was used in fixing the proper point of cutod and supplying the correct amount of fuel. Two points on which considerable stress is laid are the ability to burn even the smallest amount of fuel, since only a small amount of air is in contact with the gas and that at a high temperature, due to the hi h compression used, and the economy possib e, particularly on motor-driven vehicles or railway cars, by shutting of the fuel altogether when coasting, and by the utter absence of any necessity for the engine to be operating when the vehicle is standing idle.

A result of the adoption of my engine to motor-driven vehicles or railway cars will that would stop the car as quick as traction with the road would admit.

The controller 40, under this condition, becomes an air controller. ,By setting it at full stroke the car will coast with comparative freedom, since the compressed air gives back most of the power consumed in compressing it, but as the point of cut-off is made earlier the resistance becomes greater until finally, when the controller is set at the neutral point scarcely any of the energy will be given back so that the receiver would tend to burst from the accumulated pressure. Long before this could happen, however, the wheels would probably slide or the safety valve would open. The engine is therefore proof against serious accident.

The indicator diagram shown in Fig. 7. may properly be called a probable diagram, since it is drawn from calculations of an engine of assumed dimensions. It is suiiiciently accurate, however, to serve as a basis for a description of the method of operation.

I have used letters instead of figures as a means of tracing out the diiferent phases of the cycle.

The engine on which this probable diagram is based is assumed to have a bore of five inches and -a stroke of six and one-half inches and to turn over at the rate of eight hundred revolutions per minute.

The cycle is confined to that action which would come from the receiver only, and with a moderate charge of fuel. It does not contemplate any air from the storage tanks. I have used for the calculation of the curves the formula PVM-:C or pressure times (volume raised to the 1.3 power) equals a constant. During the period of combustion, or from the beginning of the work stroke to the point of cut-off (which is here assumed to be at one-fourth of the piston stroke), I have introduced as near as may be the effect of this combustion on the contained gases. It will be noted that the diagram does not indicate an explosion in the cylinder, for it will be remembered that there is really no explosive mixture. Therefore, as previously pointed'out, combustion only takes place as the piston replacement allows a flow of air and gas to the cylinder, the mixture forming and burning continuously during the period of admission with great rapidity in the highly heated and dense atmosphere. (A result of the method is found in the instantaneous ignition of the charge from the high heat obtained by compression, which of the total makes the use of ignition devices unnecessary, except for starting the engine cold.)

In the figure A is represented the point where compression begins, which is immediately ter the exhaust ports 17 in Fig. 1 have been covered by the piston and about 15 per cent. of the stroke counted from the inner dead center.

The cylinder is at this point filled with pure air at a pressure of fourteen pounds absolute.

(All pressures referred to herein are absolute pressures.) A

At this stage the chambered gas valve 8 and the automatic air valve 6 (shown in Fig. 1) are seated; the air valve holding the pressure in the receiver, which is assumed to be 200 lbs. per sq.`in., and the gas valve receiving its charge of fuel which instantly withdraws heat from the valves and their seats, thereby cooling thun and changingl itself into a gas under vressure-due to its change of volume. (I am here considering the use of a moderate charge of liquid fuel,-a low grade distillate of petroleum, for example.)

Now, following the piston on its sion stroke we find at B (which is about 87% of the piston travel) the pressure has risen to 200 ceiver. Now, the pressures become unbalanced and the automatic air valve 6 opens.

Bear in mind that up to this point the constant C has been based on a pressure of 14.8 lbs. and a volume equal to the total space swept by the piston, plus the very small clearance in the cylinder, the port 3 and the valve pocket 3. From B, however, a new set of conditions are introduced, so that we must nd a new constant based on a pressure of 200 lbs. and a volume equal to the remaining space to be swept by the piston (=13% space swept),'the small clearance in the cylinder, the port, the valve pocket and the receiver. v

rl`he Hattening of the compression curve from B Shows graphically the eifect of adding the volume of the receiver which is itself equal to. approximately 25% of the space swept, by the piston. Y From B then the pressure rises more slowly to D at the end of the stroke, when the gas valve 8 is caused to open and combustion begins.

4At this point D `the diagram indicates 424 lbs. I

The gas is now entirely surrounded by pure air at a high pressure and temperature,

Y ut not mixed with it. lf. the engine were pen except, perhaps, a small ame where the gas and air come into contact: This would only drive the gas farther mto its stopped at this point, nothing would hapchamber in the gas valve and the flame compres lbs. per sq. in.-that ofthe rewould go out for want ofl supporting atmos- @5i .A

and both air and gas are still highly heated.

N ow, if the engine were released, the air pressure would start the piston down, and at the first movement gas and air would rush together to occupy the space vacated by the piston and combustion would be resumed.

We will proceed with the cycle from 'D as if the engine had not been stopped, and we nd that the heat of combustion during the early part ofthe stroke is holding up the pressure so that no more air is iowing to the cylinder from the receiver than is needed to support combustion. At the point of cut-0H', at E, which is 25% of the work stroke, we lind the pressure slightly 'more than 200 lbs. 85 From E to F, at which latten point the piston uncc-vers the exhaust ports 17, the remaining gas is burned and expanded to a proximatel 40 lbs. absolute pressure or a out 25 lbs. a ove the atmosphere. Fromv to G v at the end of the stroke and from Gr to A the burned products flow out' and are expelled by the incoming fresh air, which'latter 0E- 1 eration begins approximately at G, and t e cylinder is again lled with pure air ready to repeat the process. v

As previously stated, 'only a moderate charge of fuel is contemplated in the diagram and with cut off at one fourth of the work stroke, at a pressure of 200 per square inch as shown by the full lines. If the fuel charge should-be increased to the maximum and the point of cut-od made at one half of the work stroke, the combustion and expension curve would take approximately the formv shown by the broken line 'from D to E the point of cutoff-and from E to where the exhaust begins at about 75:11:, ending `at G at about 'atmospheric pressure. This curve shows the combined effect of adding fuel and making the point of cutofi later. In fact, at 40% of the work stroke all or 'nearly all of the fuel wouldbe in the cylinder so that if thel point of cut-0H were made here 300# of air would betrapped in the receiver and a terminal pressure of 550# to 575# would result upon completion of the next compression stroke and anentirely new diagram would result. Under this conditionof cut-off at 300# the compression curve '"A. B would be continued until it reached 300# as at B', where the automatic air valve would open communication with the receiver and the pressure would 'rise more slowly to the terminal pressure at 550 to 57 5:[:/:, as'before stated but not shown on the dia ram for want of space. These curves show t at there is no necessity to call on all of it, is still in the gas cham er, 70 -I the auxiliary air tanks to support combusgine' with continuous combustion up to the 65 tion or to maintain any desired pressure in point of cut-olf, and appears to be capable the receiver at the point of cut-off. Their of duplicating any action of which the steam real function is to supply air to the receiver engine is capable. Its starting torque and under pressure after a long shut down. capacity for overload, should be much Let us suppose however that a very small greater than the types' now in common and 70 amount of fuel is used and that the auxiliaryv extensive use. Its economy prom' ses to be air is brought into play, then the combussuperior on account of the method employed; tion and expansion curve would take apheat energy has been conserved as far as it proximately the form shown'by the dotted seems possible in an internal combustion enline from D to E and drawing on the auxgine. I cause combustion to take place in 75 iliary air from E to E to maintain the presthe cylinder (this is in marked contrast to sure of 200# up to the point of cut-off at E. the several types of continuous combustion This curve contemplates an outside source. apparatus which have the same object in of supply such as the small air compressor view. My method does not permit any mate- 63 shown 'in Fig. 6 to keep up the pressure rial heat losses in transit.) I have conserved 80 in the auxiliary air tanks. The proper way the heat of compression by placing the rehowever'to manipulate the engine would be ceiver close to the combustion chamber and `to make the point of cut-off at 20% of the with water pockets only where they are work stroke, which would leave the desired needed to preserve the form of the valves 200# pressure in the receiver and the'curve and their seats. It is the location of this air 85 would develop from E to F exhausting receiver and the separate gas chamber and at about 25# absolute pressure. If this prethe means which I have provided for the cautiorof changing the point of cut-olf is control of both air and gas that makes the not taken where a small fuel charge is used engine what I claim for 1t.

and no auxiliary air is provided, the point What I claim as my invention is: 90 of cut-ofi1 at say one fourth of the work 1. In an internal combustion engine the stroke would show only about 165# in the combination with a cylinder of a chamber receiver as at E". On the next compresseparate from but adjacent to said cylinder, sion stroke the terminal pressure as at D a passage connecting said cylinder and would be lowered to about 350i# The enchamber, a valve controlling said passage, 95 suing combustion phase of the cycle would permitting the admission and trapping in be less powerful on account of lack of densaid chamber of a volume of air compressed sity and heat of compression andthe curves in said cylinder, a valve controlling the adwould gradually fall off until perhaps no mission of 'fuel into said cylinder, and vamore than 250# would result in the receiver riably adjustable means for simultaneously 100 at the end of the compression stroke. The opening said valves during a portion of the attendant lowered temperature then might working stroke.

not be sufficient to cause automatic ignition. 2. In an internal combustion engine the A terminal pressure of 200# is however, combination with a cylinder of a chamber about as low as would be obtained with cutseparate from but adjacent to said cylinder 101 off at one fourth of the stroke even if no fuel a passage connecting said cylinder and were added and the engine was being turned chamber, a valve controlling said passage,

over by some outside force. permitting admission and trapping iu said These modifications of the diagram are chamber of a volume of air compressed in introduced-to show the wide range of power said cylinder, a valve concentrically ar- 11 the method is capable of developing and the ranged within said first-mentioned valve extreme flexibility of the controls. A great controlling the admission of fuel into said variety of running conditions may be found cylinder, and means for simultaneously -by setting the fuel supply A,"at say full load openin both of said valves during a porand then varying the point of cut-off; or, tion o the working stroke to admit and l` leave the point of cut-off stationary and vary commingle proportionate quantities of comthe fuel supply; or, more correctly, change pressed air and fuel. both the fuel supply and the point of cut- 3. In an internal combustion engine the off4 to obtain the best and most economical combination'with a cylinder of a chamber running condition. It will be seen that a separate from but adjacent to said cylinder, l setting of the fuel supply and point of cutinto which successive full cylinder volumes 0H can readily be found for any fuel no of air compressed in. said cylinder are admatter what its heat value may be and that mitted and trapped to produce accumulative maximum pressures may range anywhere pressure, means permitting a portion of the from 200# to vpossibly 600# at the will of trapped volume to return to said cylinder the operator. l 'during'the working stroke, a chamber in It will be seen from the foregoing that which successive charges of fuel aretrapped the the engine is truly a constant pressure enand gasilied by the internal heat o engine,

incinte and means for opening said latter chamber during a period in which the air chamber is open.

4. ln an internal combustion engine the combination of a cylinder, a piston operating in said cylinderwithits clearance space reduced to the minimum, a chamber at the end of said cylinder, separated therefrom, a passage for connecting said cylinder and chamber, a valve controlling said passage adapted to automatically open for the passage of air compressed in said cylinder into said cylinder, a valve controlling the admission of fuel into said cylinder, adapted to actuate said first-mentioned valve, a tappet adapted to operate said fuel controlling valve, and a longitudinaJly adjustable stepped-cam engaging said tappet.

6. ln an internal combustion engine the combination with a cylinder, of a chamber adjacent thereto, means trapping in said chamber a volume of/air for admitting and compressed in said cylinder, a fuel supply,

valves for permittin the passa e of fuel and compressed air into-said cy inder, an adjustable means for'yariably operating said valves, and connections between said adjustable means and fuel supply for supplying a quantity of fuel proportional to that of the compressed air.

.ln testimony whereof I aiix my in presence of two witnesses.

CHARLES D. MCCLINTOCK.

Witnesses:

Jaimes l). BARRY, DELBERT COLLINS.

signature 

